CN100484797C - 混合动力车辆、控制混合动力车辆的方法以及驱动系统 - Google Patents

混合动力车辆、控制混合动力车辆的方法以及驱动系统 Download PDF

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CN100484797C
CN100484797C CNB2005800338869A CN200580033886A CN100484797C CN 100484797 C CN100484797 C CN 100484797C CN B2005800338869 A CNB2005800338869 A CN B2005800338869A CN 200580033886 A CN200580033886 A CN 200580033886A CN 100484797 C CN100484797 C CN 100484797C
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motor
swivel
power
speed
gration
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CN101036006A (zh
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金子二郎
足立昌俊
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Toyota Motor Corp
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Toyota Motor Corp
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    • F16H3/728—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/0006—Vibration-damping or noise reducing means specially adapted for gearings
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/915—Specific drive or transmission adapted for hev
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/945—Characterized by control of gearing, e.g. control of transmission ratio

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  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
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  • Control Of Transmission Device (AREA)
  • Arrangement Of Transmissions (AREA)
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Abstract

响应于从停车位置到驱动位置的驾驶者的变速杆操作，本发明的控制程序控制连接到变速器的电机，以输出中心调节扭矩Tset(步骤S204)，同时变速器处于断开电机和混合动力车辆的轮轴的状态。控制程序通过旋转各个旋转元件(步骤S206)调节变速器中各个旋转元件的旋转中心(步骤S206)，并然后启动制动器S208的逐渐啮合以将变速器设定在低齿轮位置(步骤S208)。这样布置可以令人满意地保持变速器中的各个旋转元件的旋转中心的偏离，并阻止由于变速器中各个旋转元件的偏心旋转中心所引起的潜在问题。

Description

混合动力车辆、控制混合动力车辆的方法以及驱动系统
技术领域
本发明涉及一种混合动力车辆、该混合动力车辆的控制方法以及一种驱动系统。
背景技术
一种提出的混合动力车辆将内燃机的动力经由控制电机和动力分配行星齿轮机构输出到驱动轴，同时将驱动电机的动力经由自动变速器传递到驱动轴(例如，参考日本专利公开公报NO.2004-66898)。这种混合动力车辆的自动变速器包括两个互连的行星齿轮和用于将该两个行星齿轮的旋转元件中的一些紧固到箱体的两个制动器。一个制动器啮合与另一个制动器分离的结合使得能够以不同的齿轮比(高齿轮比Hi和低齿轮比Lo)改变速度。两个制动器的分离将驱动电机与驱动轴断开。
发明内容
在现有技术的混合动力车辆中，自动变速器可能存在一些问题，例如，行星齿轮的一些旋转元件的异常噪音和局部磨损。在自动变速器中的两个制动器皆分离状态下，包括在两个行星齿轮中的一些旋转元件由齿轮连接支撑。齿轮连接一般具有设置用于平稳齿轮操作的微小间隙。在自动变速器中的两个行星齿轮的所有旋转元件停止情况下，在两个制动器的分离状态中，由齿轮连接支撑的旋转元件的自身重量使各个旋转元件向下移动上述间隙。响应于驾驶者的变速操作以啮合自动变速器的一个制动器，各个旋转元件的旋转轴线在此状态下定位。即，旋转元件的向下移动，使得各个旋转元件的旋转中心偏离。旋转元件的偏心旋转中心可能引起潜在问题，例如，齿轮的异常噪音和局部磨损。在作为混合动力车辆的一个有用驱动模式的电机驱动模式下，混合动力车辆仅由驱动电机的输出动力驱动，而内燃机处于停止状态。自动变速器的异常噪音使驾驶者感觉某些东西存在问题。
本发明的混合动力车辆和混合动力车辆的控制方法由此目的在于保持变速器中各个旋转元件的旋转中心的偏离并且阻止由于变速器中各个旋转元件的偏心旋转中心引起的潜在问题。
至少部分上述和其他相关目的是通过具有下述构造和布置的混合动力车辆和混合动力车辆的控制方法获得。
本发明涉及一种混合动力车辆，其包括：内燃机；电力-机械动力输入输出机构，其连接到所述内燃机的输出轴以及与所述混合动力车辆的轮轴连接的驱动轴，并且其通过电力和机械动力的输入和输出向所述驱动轴输出所述内燃机的至少以一部分输出动力；电机，其能够输入和输出动力；蓄电器单元，其能够将电力传输到所述电力-机械动力输入输出机构和所述电机、并且传输来自所述电力-机械动力输入输出机构和所述电机的电力；以及齿轮变速机构，其具有与所述电机的旋转一起旋转并且以预定间隙支撑的旋转体，所述齿轮变速机构定位所述旋转体的旋转中心、通过变速转换所述电机的所述输出动力、并且将所述转换的动力传输到所述驱动轴；所述混合动力车辆的特征在于还包括：定位控制模组，在所述齿轮变速机构的所述旋转体的旋转停止并且没有定位所述旋转体的所述旋转中心期间，响应于所述旋转体的所述旋转中心的定位指令，所述定位控制模组控制所述电机和所述齿轮变速机构，以在旋转所述旋转体后定位所述旋转体的所述旋转中心。
在所述齿轮变速机构的所述旋转体的旋转停止并且没有定位所述旋转体的所述旋转中心期间，响应于所述旋转体的所述旋转中心的定位指令，本发明的混合动力车辆控制所述电机和所述齿轮变速机构，以在旋转所述旋转体后定位所述旋转体的所述旋转中心。即，在通过所述旋转体的旋转调节所述旋转体的所述旋转中心后，所述旋转体的所述旋转中心被定位。这种布置有效地保持所述旋转体的所述旋转中心的偏离，并且阻止由于所述旋转体的偏心旋转中心引起的潜在问题，例如，齿轮的异常噪音和局部磨损。“预设间隙”包括在将所述旋转体支撑在其旋转的中心轴线上的结构中设定用于旋转的中心轴线的间隙、以及通过齿轮连接支撑所述旋转体的结构中的齿轮连接的间隙。“所述旋转体的旋转中心”包括所述旋转体沿其旋转的旋转中心和所述旋转体绕其周转的周转中心。
在本发明的混合动力车辆中，所述定位控制模组可以控制所述马达和所述齿轮变速机构以在减少所述电机的输出扭矩时定位所述旋转体的所述旋转中心。这样的布置有效地阻止由于传输到所述驱动轴的突然扭矩所引起的潜在问题，例如，所述混合动力车辆的扭矩震动和不期望的运动。
在本发明的一个优选实施例中，所述混合动力车辆还包括：锁定机构，其在非旋转状态下锁定所述驱动轴。所述定位控制模组控制所述电机、所述齿轮变速机构以及所述锁定机构，以在所述非旋转状态下锁定所述驱动轴，并且在所述驱动轴的锁定状态下在旋转所述旋转体后定位所述旋转体的所述旋转中心。在本实施例中，所述锁定机构通过齿轮啮合可以直接或间接地锁定所述驱动轴。所述锁定机构否则可以驱动电动致动器，以在所述非旋转状态下通过摩擦力直接或间接地锁定所述驱动轴。这样的布置在定位所述旋转体的所述旋转中过程中有效地阻止所述车辆的不期望的运动。
在本发明的混合动力车辆中，所述齿轮变速机构可以包括具有所述旋转体的行星齿轮，所述旋转体是多个旋转元件中一者。此外，所述齿轮变速机构包括多个行星齿轮，所述多个行星齿轮包括具有所述旋转体以将所述电机与所述驱动轴连接或断开并且通过至少两个不同速度的变速来转换所述电机的所述输出动力的行星齿轮，其中所述旋转体是多个旋转元件中一者。
本发明涉及一种混合动力车辆的控制方法，所述混合动力车辆包括：内燃机；电力-机械动力输入输出机构，其连接到所述内燃机的输出轴以及与所述混合动力车辆的轮轴连接的驱动轴，并且其通过电力和机械动力的输入和输出向所述驱动轴输出所述内燃机的至少以一部分输出动力；电机，其能够输入和输出动力；蓄电器单元，其能够将电力传输到所述电力-机械动力输入输出机构和所述电机、并且传输来自所述电力-机械动力输入输出机构和所述电机的电力；以及齿轮变速机构，其具有与所述电机的旋转一起旋转并且以预定间隙支撑的旋转体，所述齿轮变速机构定位所述旋转体的旋转中心、通过变速转换所述电机的所述输出动力、并且将所述转换的动力传输到所述驱动轴；所述控制方法的特征在于包括以下步骤：在所述齿轮变速机构的所述旋转体的旋转停止并且没有定位所述旋转体的所述旋转中心期间，响应于所述旋转体的所述旋转中心的定位指令，控制所述电机和所述齿轮变速机构，以在旋转所述旋转体后定位所述旋转体的所述旋转中心。
在所述齿轮变速机构的所述旋转体的旋转停止并且没有定位所述旋转体的所述旋转中心期间，响应于所述旋转体的所述旋转中心的定位指令，所述混合动力控制方法控制所述电机和所述齿轮变速机构，以在旋转所述旋转体后定位所述旋转体的所述旋转中心。即，在通过所述旋转体的旋转调节所述旋转体的所述旋转中心后，所述旋转体的所述旋转中心被定位。这种布置有效地保持所述旋转体的所述旋转中心的偏离，并且阻止由于所述旋转体的偏心旋转中心引起的潜在问题，例如，齿轮的异常噪音和局部磨损。“预设间隙”包括在将所述旋转体支撑在其旋转的中心轴线上的结构中设定用于旋转的中心轴线的间隙、以及通过齿轮连接支撑所述旋转体的结构中的齿轮连接的间隙。“所述旋转体的旋转中心”包括所述旋转体沿其旋转的旋转中心和所述旋转体绕其周转的周转中心。
本发明的所述混合动力车辆的所述控制方法可以控制所述电机和所述齿轮变速机构，以在减少所述电机的输出扭矩时定位所述旋转体的所述旋转中心。这样的布置有效地阻止由于传输到所述驱动轴的突然扭矩所引起的潜在问题，例如，所述混合动力车辆的扭矩震动和不期望的运动。
在本发明的所述混合动力车辆的所述控制方法中，所述混合动力车辆进一步包括锁定机构，所述锁定机构在非旋转状态下锁定所述驱动轴；并且所述控制方法可以控制所述电机、所述齿轮变速机构以及所述锁定机构，以在所述非旋转状态下锁定所述驱动轴，并且在所述驱动轴的锁定状态下在旋转所述旋转体后定位所述旋转体的所述旋转中心。这样的布置在定位所述旋转体的所述旋转中过程中有效地阻止所述车辆的不期望的运动。
本发明还涉及一种驱动驱动轴的驱动系统，包括：电机，其能够输入和输出动力；蓄电器单元，其将电力传输到所述电机并传输来自所述电机的电力；以及齿轮变速机构，其具有与所述电机的旋转一起旋转并且以预定间隙支撑的旋转体，所述齿轮变速机构定位所述旋转体的旋转中心、通过变速转换所述电机的所述输出动力、并且将所述转换的动力传输到所述驱动轴；所述驱动系统的特征在于还包括定位控制单元，在所述齿轮变速机构的所述旋转体的旋转停止并且没有定位所述旋转体的所述旋转中心期间，响应于所述旋转体的所述旋转中心的定位指令，所述定位控制单元控制所述电机和所述齿轮变速机构，以在旋转所述旋转体后定位所述旋转体的所述旋转中心。
附图说明
图1示意性图示本发明一个实施例中混合动力车辆的构造；
图2示意性图示包括在本实施例的混合动力车辆的变速器结构；
图3是示出在本实施例的混合动力车辆中由混合动力电子控制单元执行的变速控制例程；
图4是示出在用于产生液压的电动油泵的驱动状态下电机MG2的输出扭矩Tm2以及响应于变速杆的驾驶者操作的制动器的啮合力的时间变化的图示；
图5示意性图示改进示例中另一个混合动力车辆的构造；以及
图6示意性图示另一个改进示例中又一个混合动力车辆的构造。
具体实施方式
下面作为优选实施例讨论实现本发明的一个模式。图1示意性图示本发明一个实施例中混合动力车辆20的构造。如图示，本实施例的混合动力车辆20包括发动机22、经由减震器28与充当发动机22的输出轴的曲轴26连接的三轴型动力分配整合机构30、与动力分配整合机构30连接并且能够产生电力的电机MG1、经由变速器60与动力分配整合机构30连接的另一个电机MG2、以及控制整个动力输出装置的混合动力电子控制单元70。
发动机22是使用诸如汽油或轻油的碳氢燃料以输出动力的内燃机。发动机电子控制单元(下文称为发动机ECU)24接收来自检测发动机22的操作状态的各种传感器的信号，并负责发动机22的操作控制，例如，燃料喷射控制、点火控制以及进气流调节。发动机ECU24与混合电子控制单元70通信，以响应于从混合动力控制单元70传输的控制信号控制发动机22的操作，同时根据需求将与发动机22操作相关的数据输出到混合电子控制单元70。
动力分配整合机构30具有作为外齿轮的恒星齿轮31、作为内齿轮并且与恒星齿轮31同心布置的齿圈32、与恒星齿轮31和齿圈32啮合的多个小齿轮33、以及如此保持多个小齿轮33以允许其在各个轴上自由回转和自由旋转的行星轮架34。即，动力分配整合机构30被构造为允许作为旋转元件的恒星齿轮31、齿圈32和行星轮架34的差动的行星齿轮机构。动力分配整合机构30中的行星轮架34、恒星齿轮31以及齿圈32经由变速器60分别与发动机22的曲轴26、电机MG1和电机MG2耦合。在电机MG1充当发电机时，从发动机22输出并通过行星轮架34输入的动力按照齿轮比被分配到恒星齿轮31和齿圈32。另一方面，在电机MG1充当电动机时，从发动机22输出并通过行星轮架34输入的动力与从电机MG1输出并通过恒星齿轮31输入的动力组合，合成的动力输出到齿圈32。齿圈32经由齿轮机构37和差动齿轮38与驱动轮39a和39b或前轮机械地连接。输出到齿圈32的动力由此最后经由差动齿轮38传输到驱动轮39a和39b。
停车锁定机构90连接到齿轮机构37。停车锁定机构90包括与齿轮机构37的最后齿轮37a耦合的停车齿轮92、以及与停车齿轮92啮合以锁定停车齿轮92并禁止停车齿轮92旋转的停车锁定杆94。停车锁定杆94通过响应于驾驶者将变速杆81操作到停车位置(P位置)的来自CPU72的指令沿垂直方向上下运动。停车锁定杆94与停车齿轮92的啮合和分离分别使得能够进行和不能够进行停车锁定功能。最后的齿轮37a机械地连接到齿圈轴32a或驱动轴。即，停车锁定机构90间接地锁定齿圈轴32a或驱动轴。
电机MG1和MG2是作为发电机和电动机驱动的公知同步电动发电机。电机MG1和MG2经由连接到电源线54的变换器41和42将电力传输到电池50或传输来自电池50的电力。电机MG1和MG2两者的操作由电机电子控制单元(下文称为电机ECU)40控制。电机ECU40接收用于控制电机MG1和MG2操作所需的各种信号，例如，来自检测电机MG1和MG2中转子的旋转位置的旋转位置检测传感器43和44的信号以及施加到电机MG1和MG2并由电流传感器(未示出)测量的相电流。电机ECU40向变换器41和42输出开关控制信号。电机ECU40与混合动力电子控制单元70通信，以响应于传输自混合动力电子控制单元70的控制信号控制电机MG1和MG2的操作，同时根据需要向混合动力控制单元70输出与电机MG1和MG2的操作状态相关的数据。
电池50处于电池电子控制单元(下文称为电池ECU)52的控制之下。电池ECU52接收用于电池50控制所需的各种信号，例如，由布置于电池50的端子之间的电压传感器(未示出)测量的端子间电压、由附装到与电池50的输出端子相连接的电源线54的电流传感器所测量的充电-放电电流、以及由附装到电池50的温度传感器(为示出)测量的电池温度。电池ECU52根据需要经由通信向混合电子控制单元70输出与电池状态相关的数据。电池ECU52基于由电流传感器测量的累积充电-放电电流计算用于电池50控制的电池50的充电状态(SOC)。
变速器60用于连接和断开电机MG2的旋转轴48与齿圈轴32a。在连接状态时，变速器60以两个不同的减速比减速电机MG2的旋转轴48的旋转速度并且将减速的旋转速度传输到齿圈轴32a。图2中示出变速器60的一个典型结构。图2中示出的变速器60具有双小齿轮的行星齿轮(double-pinion planetary gear)机构60a、单小齿轮的行星齿轮机构60b、以及两个制动器B1和B2。双小齿轮的行星齿轮机构60a包括作为外齿轮的恒星齿轮61、与恒星齿轮61同心布置的作为内齿轮的齿圈62、与恒星齿轮61啮合的多个第一小齿轮63a、与多个第一小齿轮63a和齿圈62啮合的多个第二小齿轮63b、以及耦合多个第一小齿轮63a和多个第二小齿轮63b以允许它们回转和它们在它们轴线上旋转的行星轮架64。制动器B1的啮合和分离停止和允许恒星齿轮61的旋转。单小齿轮的行星齿轮机构60b包括作为外齿轮的恒星齿轮65、与恒星齿轮65同心布置作为内齿轮的齿圈66、与恒星齿轮65和齿圈66啮合的多个小齿轮67、以及保持多个小齿轮67以允许它们回转和它们在它们轴线上的旋转的行星轮架68。恒星齿轮65和行星轮架68分别连接到电机MG2的旋转轴48和齿圈轴32a。制动器B2的啮合和分离停止和允许齿圈66的旋转。双小齿轮的行星齿轮机构60a和单小齿轮的行星齿轮机构60b经由各个齿圈62和66的连接以及各个行星轮架64和68的连接而互连。在变速器60中，分离的制动器B1和B2的组合将电机MG2的旋转轴48和齿圈轴32a断开。分离的制动器B1和啮合的制动器B2的组合以相对高的减速比减速电机MG2的旋转轴的旋转并将减速的旋转传输到齿圈轴32a。这种状态表示为Lo齿轮位置。啮合的制动器B1和分离的制动器B2的组合以相对低的减速比减速电机MG2的旋转轴48的旋转并将减速的旋转传输到齿圈轴32a。这种状态表示为Hi齿轮位置。啮合的制动器B1和B2的组合禁止旋转轴48和齿圈轴32a的旋转。制动器B1和B2由从液压管路(未示出)供应的液压驱动。
混合动力电子控制单元70由包括CPU72的微处理器、存储处理程序的ROM74、暂时存储数据的RAM76、输入和输出端口(未示出)、以及通信端口(未示出)构成。混合动力电子控制单元70经由其输入端口接收来自点火开关80的点火信号、来自变速位置传感器82的变速位置SP和变速杆81的电流设定位置、来自加速器踏板位置传感器84的加速器踏板83的加速器开启程度Acc或驾驶者的下压量、来自制动器踏板位置传感器86的制动器踏板85的制动器踏板位置BP或驾驶者的下压量、以及来自车辆速度传感器88的车辆速度V。混合动力电子控制单元70向致动器(未示出)输出驱动信号，以调节变速器60中的制动器B1和B2。如上所述，混合动力电子控制单元70经由其通信端口与发动机ECU24、电机ECU40和电池ECU52建立通信，以从发动机ECU24、电机ECU40和电池ECU52接收各种控制信号和数据以及将各种控制信号和数据发送到发动机ECU24、电机ECU40和电池ECU52。
在本实施例的混合动力车辆20中，变速杆81可操作到一个有用位置，例如，用于一般向前驱动的驱动位置(D位置)、用于倒退驱动的倒退位置(R位置)、用于停车的停车位置(P位置)、以及空挡位置(N位置)。
由此构成的本实施例的混合动力车辆20基于车辆速度V和加速器开启程度Acc计算需要输出到充当驱动轴的齿圈轴32a的扭矩，其中加速器开启程度Acc对应于加速器踏板83的驾驶者的下踏量。发动机22和电机MG1和MG2受到操作控制，以输出对应于齿圈轴32a需要的计算扭矩的需求电力水平。发动机22和电机MG1和MG2的操作控制有选择地实现扭矩变换驱动模式、充电-放电驱动模式、以及电机驱动模式中的一种。扭矩变换驱动模式22控制发动机的操作，以输出与需求电力水平等量的电力量，同时驱动和控制电机MG1和MG2，以引起来自发动机22的所有电力经由动力分配整合机构30以及电机MG1和MG2的扭矩转换并且输出到齿圈轴32a。在同时给电池50充电或放电的情况下，充电-放电驱动模式控制发动机22的操作，以输出与需求动力水平和给电池50充电所消耗或电池50放电所供应的电力量之和的动力，同时驱动和控制电机MG1和MG2，以引起与需求动力水平等量的来自发动机22的动力输出的所有或部分经由动力分配整合机构30以及电机MG1和MG2的扭矩转换并且输出到齿圈轴32a。电机驱动模式停止发动机22的操作，并驱动和控制电机MG2，以输出与齿圈轴32a的需求功率水平等量的动力量。
现在介绍关于具有上述构造的本实施例的混合动力车辆20的操作，具体关于响应于驾驶者从P位置到D位置操作变速杆81的一系列控制处理。在变速杆81的P位置，用于驱动电机MG1和MG2的变换器41和42一般被关闭，同时发动机22处于停止状态。变速器60的制动器B1和B2皆分离，以将电机MG2与齿圈轴32a断开，使得停车锁定机构90中能够进行停车锁定功能。响应于在这样条件下变速杆81从P位置到D位置的驾驶者操作，混合动力车辆20的操作控制啮合变速器60的制动器B2，以将变速器60设定于Lo齿轮位置，使得停车锁定机构90中不能够进行停车锁定功能，并控制电机MG2输出缓行扭矩(creep torque)。执行下面介绍的一系列控制操作，以啮合变速器60的制动器B2并将变速器60设定于Lo齿轮位置。
图3是示出由混合动力电子控制单元70响应于变速杆81从P位置到D位置以啮合变速器60的制动器B2并将变速器60设定于Lo齿轮位置的驾驶者操作执行的变速控制例程的流程图。在变速控制例程中，混合动力控制单元70的CPU72首先确认停车锁定机构90中能够进行停车锁定功能(步骤S200)，并且驱动电动油泵(未示出)在液压管路(未示出)产生液压，以致动变速器60的制动器B2(步骤S202)。CPU72然后将中心调节扭矩Tset设定到电机MG2的扭矩命令值Tm2*，并将设定的扭矩命令值Tm2*发送到电机ECU(步骤S204)。中心调节扭矩Tset用于调节包括在变速器60的双小齿轮的行星齿轮机构60a和单小齿轮的行星齿轮机构60b中的各个旋转元件的旋转中心(中心调节)。中心调节扭矩Tsest被设定为用于通过变速器60中各个旋转元件的旋转的中心调节所需求的扭矩水平。电机ECU40接收扭矩命令值Tm2*，并控制变换器42的开关元件，以确保扭矩输出对应于从电机MG2的接收的扭矩命令值Tm2*。变速器60中的各个旋转元件通过齿轮连接耦合。在各个旋转元件停止旋转的情况下，在变速器60的两个制动器B1和B2皆分离的状态中，旋转元件的自身重量使各个旋转元件的旋转中心向下偏移由平稳齿轮操作所设置的预设的微小间隙。本实施例的控制程序在来自电机MG2的输出扭矩情况下旋转变速器60的旋转元件，以恢复各个旋转元件的平稳齿轮操作所需求的预设微小间隙，由此将各个旋转元件的旋转中心调节到它们原始期望的位置。这里的术语“旋转中心”代表每个旋转元件在其上旋转的中心轴线以及小齿轮63a、63b和67中任一个绕其回转的中心轴线。
CPU从电机MG2的中心调节扭矩开始输出后等待经过特定时间段(步骤S206)，然后开始制动器B2的逐渐啮合(步骤S208)。特定时间段代表通过变速器60的各个旋转元件的旋转的中心调节的需求时间，并被设定在例如0.5秒至几秒的范围内。制动器B2的逐渐啮合通过将来自液压管路的液压逐渐供应到制动器B2的气缸实现的。CPU72重复更新扭矩命令值Tm2*以在制动器B2的逐渐啮合情况下逐渐减小电机MG2的输出扭矩，并且将更新的扭矩命令值Tm2*发送到电机ECU40，电机ECU40控制电机MG4输出对应于更新的扭矩命令值Tm2*的逐渐减小的扭矩(步骤S210-S214)。调节电机MG2的输出扭矩的逐渐减小量，以与制动器B2的完全啮合同时完成或比制动器B2的完全啮合稍微早一点完成。制动器B2的逐渐啮合和从电机MG2的输出扭矩的对应逐渐减小有效地阻止由于制动器B2的突然啮合而在齿圈轴32a上产生的潜在扭矩震动。
变速控制例程在检测到制动器B2的完全啮合时终止(步骤S216)。混合动力电子控制单元70然后使得停车锁定机构90中不能够进行停车锁定功能，控制电机MG2输出缓行扭矩，并且根据驾驶者下压加速器踏板83的量执行驱动控制。制动器B2的啮合将单个小齿轮的行星齿轮机构60b的齿圈66固定到壳体并且由此固定齿圈66的旋转中心的位置。单个小齿轮的行星齿轮机构60b的其它旋转元件和双小齿轮的行星齿轮机构60a的旋转元件直接或间接地连接到齿圈66。齿圈66的定位由此自动地判断其他旋转元件的旋转中心位置。
图4是示出在用于产生液压的电动油泵的驱动状态下电机MG2的输出扭矩Tm2以及响应于变速杆81从P位置到D位置的驾驶者操作的制动器啮合力在啮合变速器60的制动器B2并将变速器60设定在Lo齿轮位置的控制处理的时间变化的图示。响应于变速杆81在时间t1处从P位置到D位置的驾驶者操作，控制程序驱动电动油泵以产生用于致动制动器B2需求的液压，并且控制电机MG2输出中心调节扭矩Tset。这旋转变速器60的旋转元件并且调节各个旋转元件的旋转中心。在当从电机MG2开始输出中心调节扭矩Tset后经过特定时间段的时间点t2处，控制程序启动制动器B2的逐渐啮合和从电机MG2输出扭矩的逐渐减小，制动器B2的逐渐啮合和从电机MG2输出扭矩的对应逐渐减小有效地阻止由于制动器B2的突然啮合而在齿圈轴32a处产生的潜在扭矩震动。在时间点t3处，制动器B2完全啮合。
响应于变速杆81从P位置到D位置的驾驶者操作，在制动器B2的啮合和将变速器60设定到Lo齿轮位置之前，本实施例的混合动力车辆20控制电机MG2以旋转变速器60的旋转元件并调节各个旋转元件的旋转中心。这样的控制令人满意地限制变速器60的各个旋转元件的旋转中心的偏离并且阻止由于变速器60的旋转元件的偏心旋转中心而引起的潜在问题(例如，齿轮的异常噪音和局部磨损)。控制程序将制动器B2的啮合力逐渐增大到制动器B2的完全啮合，同时控制电机MG2逐渐减小输出扭矩。这样的布置有效地阻止由于制动器B2的突然啮合而在齿圈轴32a处产生潜在的扭矩震动。在确认停车锁定机构90中的能够进行停车锁定功能之后，进行变速器60的旋转元件的中心调节。这样阻止混合动力车辆20的任何不期望的运动。
本实施例的混合动力车辆20在制动器B2的逐渐啮合的情况下逐渐减小扭矩命令值Tm2*。逐渐减小的扭矩命令值Tm2*和制动器B2的完全啮合同时达到零或比制动器B2的完全啮合稍微早一点达到零。改进的控制程序可以在制动器B2开始逐渐啮合的同时将扭矩命令值Tm2*设定等于0。
在控制电机MG2输出扭矩之前，本实施例的混合动力车辆20驱动电动油泵，以在液压管路中产生用于制动器B2驱动的液压。在使制动器B2能够在电动油泵致动同时施加啮合力的结构中，在中心调节后，可以在电动油泵致动的同时施加制动器B2的啮合力。
在本实施例的混合车辆20中，制动器B2在具有从液压管路供应的液压的情况下啮合。制动器B2否则可以通过电动致动器啮合。
本实施例的混合动力车辆20通过使得停车锁定机构90中能够进行停车锁定功能而锁定齿圈轴32a或驱动轴。一种改进控制可以使用电动致动器，以直接或间接地致动机械制动器并且通过摩擦锁定齿圈轴32a或驱动轴。
上面介绍关于本实施例的混合动力车辆20从P位置到D位置的驾驶者的变速操作的一系列控制处理。控制技术还可以应用到从D位置到R位置的变速操作、从P位置到R位置的变速操作、以及从N位置到R位置的变速操作。在从N位置的变速操作中，控制程序在使得停车锁定机构90中能够进行停车锁定功能之后应该进行中心调节。
在本实施例的混合动力车辆20中，变速器60被构造成具有两种不同速度，即，Lo齿轮位置和Hi齿轮位置。变速器可以具有使得电机MG2能与齿圈轴32a或驱动轴连接和断开并且具有旋转元件的任何布置，其中旋转元件与电机MG2的旋转一起旋转并且以预设间隙被支撑。例如，变速器可以具有三种或更多种不同速度或者被构造为具有一个行星齿轮的不可断开的减速齿轮。
在上述实施例的混合动力车辆20中，电机MG2的动力在变速器60中由变速齿轮转换，并输出到齿圈轴32a。但是，本发明的技术并不限制于这种构造，而是可以应用到图5种所示的改进构造的混合动力车辆120。在此改进示例的混合动力车辆120中，电机MG2的动力经由变速器60中的变速齿轮从与齿圈轴32a的轮轴(连接到驱动轮39a和39b)连接到不同的轮轴(连接到车轮39c和39d的轮轴)。
在本实施例的混合动力车辆20中，发动机22的动力经由动力分配整合机构30输出到充当与驱动轮39a和39b连接的驱动轴的齿圈轴32a。在图6的另一个可行的改进中，混合动力车辆220可以具有配对转子的电机230，电机230具有与发动机22的曲轴26连接的内部转子232和与驱动轴连接用于将动力输出到驱动轮39a、39b的外部转子234，并且将从发动机22输出的部分动力传输到驱动轴，同时将剩余部分的动力转换成电力。
上述的本实施例在所有方面皆被考虑成解释性的而非限制的。可以在不脱离本发明的主要特征的范围或精神的情况下，可以具有许多改进、变化和替换。本发明的范围和精神由后面的权利要求所限定，而不是由上面的说明书所限定。
工业应用性
本发明的技术可理想地适用于混合动力车辆制造产业。

Claims (11)

1.一种混合动力车辆，包括：
内燃机；
电力-机械动力输入输出机构，其连接到所述内燃机的输出轴以及与所述混合动力车辆的轮轴连接的驱动轴，并且其通过电力和机械动力的输入和输出向所述驱动轴输出所述内燃机的至少以一部分输出动力；
电机，其能够输入和输出动力；
蓄电器单元，其能够将电力传输到所述电力-机械动力输入输出机构和所述电机、并且传输来自所述电力-机械动力输入输出机构和所述电机的电力；以及
齿轮变速机构，其具有与所述电机的旋转一起旋转并且以预定间隙支撑的旋转体，所述齿轮变速机构定位所述旋转体的旋转中心、通过变速转换所述电机的所述输出动力、并且将所述转换的动力传输到所述驱动轴；
所述混合动力车辆的特征在于还包括：
定位控制模组，在所述齿轮变速机构的所述旋转体的旋转停止并且没有定位所述旋转体的所述旋转中心期间，响应于所述旋转体的所述旋转中心的定位指令，所述定位控制模组控制所述电机和所述齿轮变速机构，以在旋转所述旋转体后定位所述旋转体的所述旋转中心。
2.如权利要求1所述的混合动力车辆，其中所述定位控制模组控制所述电机和所述齿轮变速机构，以在减少所述电机的输出扭矩时定位所述旋转体的所述旋转中心。
3.如权利要求1所述的混合动力车辆，所述混合动力车辆进一步包括：
锁定机构，其在非旋转状态下锁定所述驱动轴，
其中，所述定位控制模组控制所述电机、所述齿轮变速机构以及所述锁定机构，以在所述非旋转状态下锁定所述驱动轴，并且在所述驱动轴的锁定状态下在旋转所述旋转体后定位所述旋转体的所述旋转中心。
4.如权利要求3所述的混合动力车辆，其中所述锁定机构通过齿轮啮合直接或间接地锁定所述驱动轴。
5.根据权利要求3所述的混合动力车辆，其中所述锁定机构驱动电动致动器，以在所述非旋转状态下通过摩擦力直接或间地接锁定所述驱动轴。
6.根据权利要求1所述的混合动力车辆，其中所述齿轮变速机构包括具有所述旋转体的行星齿轮，所述旋转体是多个旋转元件中一者。
7.根据权利要求1所述的混合动力车辆，其中所述齿轮变速机构包括多个行星齿轮，所述多个行星齿轮包括具有所述旋转体以将所述电机和所述驱动轴连接或断开并且通过至少两个不同速度的变速来转换所述电机的所述输出动力的行星齿轮，其中所述旋转体是多个旋转元件中一者。
8.一种混合动力车辆的控制方法，所述混合动力车辆包括：内燃机；电力-机械动力输入输出机构，其连接到所述内燃机的输出轴以及与所述混合动力车辆的轮轴连接的驱动轴，并且其通过电力和机械动力的输入和输出向所述驱动轴输出所述内燃机的至少以一部分输出动力；电机，其能够输入和输出动力；蓄电器单元，其能够将电力传输到所述电力-机械动力输入输出机构和所述电机、并且传输来自所述电力-机械动力输入输出机构和所述电机的电力；齿轮变速机构，其具有与所述电机的旋转一起旋转并且以预定间隙支撑的旋转体，所述齿轮变速机构定位所述旋转体的旋转中心、通过变速转换所述电机的所述输出动力、并且将所述转换的动力传输到所述驱动轴；
所述控制方法的特征在于包括以下步骤：
在所述齿轮变速机构的所述旋转体的旋转停止并且没有定位所述旋转体的所述旋转中心期间，响应于所述旋转体的所述旋转中心的定位指令，控制所述电机和所述齿轮变速机构，以在旋转所述旋转体后定位所述旋转体的所述旋转中心。
9.根据权利要求8所述的混合动力车辆的控制方法，其中所述步骤控制所述电机和所述齿轮变速机构，以在减少所述电机的输出扭矩时定位所述旋转体的所述旋转中心。
10.根据权利要求8所述的混合动力车辆的控制方法，其中所述混合动力车辆进一步包括锁定机构，所述锁定机构在非旋转状态下锁定所述驱动轴，
其中，所述步骤控制所述电机、所述齿轮变速机构以及所述锁定机构，以在所述非旋转状态下锁定所述驱动轴，并且在所述驱动轴的锁定状态下在旋转所述旋转体后定位所述旋转体的所述旋转中心。
11.一种驱动驱动轴的驱动系统，包括：
电机，其能够输入和输出动力；
蓄电器单元，其将电力传输到所述电机并传输来自所述电机的电力；以及
齿轮变速机构，其具有与所述电机的旋转一起旋转并且以预定间隙支撑的旋转体，所述齿轮变速机构定位所述旋转体的旋转中心、通过变速转换所述电机的所述输出动力、并且将所述转换的动力传输到所述驱动轴；
所述驱动系统的特征在于还包括
定位控制单元，在所述齿轮变速机构的所述旋转体的旋转停止并且没有定位所述旋转体的所述旋转中心期间，响应于所述旋转体的所述旋转中心的定位指令，所述定位控制单元控制所述电机和所述齿轮变速机构，以在旋转所述旋转体后定位所述旋转体的所述旋转中心。
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